Deckless long travel cushion car for freight containers



Aug. 4, 1964 K. J. AUSTGEN 3,

DECKLESS LONG TRAVEL CUSHION CAR FOR FREIGHT CONTAINERS Original FiledFeb. 16. 1960 9 Sheets-Sheet}.

INVENTOR. KENN ETH J. AUSTGEN ATTORNEYS Aug. 4, 1964 K. J. AUSTGEN3,143,082

DECKL'ESS LONG TRAVEL CUSHION CAR FOR FREIGHT CONTAINERS Original FiledFeb. 16, 1960 9 Sheets-Sheet 2 JNVENTOR.

KENNETH J. AUSTGE'N M; 8' ATTORNEYS Aug. 4, 1964 K. J. AUSTG'EN3,143,032

' DECKLEVSS LONG TRAVEL CUSHION CAR FOR FREIGHT CONTAINERS OriginalFiled Feb. 16, 1960 9 Sheets-Sheet 3 ATTORNEYS Aug. 4, 1964 K. J.AUSTGEN I I 3,143,082 DECKLE SS LONG TRAVEL CUSHION CAR FOR FREIGHTCONTAINERS 9 Sheets-Sheet 4 Original Filed Ff b. 16, 1960 INVENTOR.KENNETH J. AUSTGEN AT TOR'N EYS Aug. 4, 1964 K. J. AUSTGEN 3,143,032

' DECKLESS LONG TRAVEL CUSHION CAR FOR FREIGHT CONTAINERS Original filedFeb. 16, 1960 9 Sheets-Sheet 5 T' FP,

INVENTOR. KE NNETH Jt' AU STGEN ATTORNEYS 1964 K. J. AUSTGEN 3,143,082

DECKLESS LONG TRAVEL CUSHION CAR FOR FREIGHT CONTAINERS Original FiledFeb. 16, 1.960 9 Sheets-Sheet 6 nvmvron KENNETH -J. AUSTGEN ATTORNEYSAug. 4, 1964 K.'J. AUSTGEN 3,143,082

' DEdxLEss Lone TRAVEL cusmpu cm FOR FREIGHT CONTAINERS Original FiledFeb. 1s, 1960 9 Sheets-Sheet '1 a 4| f d.) I A v m a "'0 1 1: I .m II

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DECKLESS LONG TRAVEL CUSHION CAR FOR FREIGHT CONTAINERS Original FiledFeb. is. 1960 9 Sheets-Sheet 9 323 323a 342 323a 323 3:4 2/ j /\38)FIGIT INVHVTOR. KENN ETH J. AUSTGEN ATTO RN EYS I United States Patent3,143,082 DECKLESS LONG TRAVEL CUSPHON CAR FOR FREIGHT CQNTADQERSKenneth J. Austgen, Grifiith, Ind, assignor to Pullman Incorporated,Chicago, Ill., a corporation of Delaware Continuation of applicationsSer. No. 9,135, Feb. 16,

1960, and Ser. No. 44,328, July 21, 1960. This application Sept. 27,1962, Ser. No. 228,215

Ill Claims. (Cl. 105366) My invention relates to a deckless long travelcushion car for freight containers, and more particularly, to a freightcar of extremely simplified design that is arranged specifically totransport freight containers and to provide the container and its ladingwith effective protection against the adverse effects of longitudinalimpacts, such as those encountered in humping yards.

This invention is closely related to that described in the copendingapplication of William H. Peterson, Serial No. 856,963, filed December3, 1959, now Patent 3,003,- 436, granted October 10, 1961 (the entiredisclosure of which is hereby incorporated herein by this reference). Asdisclosed in said Peterson application, changes in the absolute velocityof the lading, which are normally caused by stopping and starting of thecar, and by impacts against the car couplers during transit, areelfected by adding or subtracting kinetic energy to the lading throughthe frictional forces acting between the lading and the car as well asthe pressure of the car end wall on the lading (the car end wallinvolved depending on what car coupler is initially subjected to thelongitudinal shock and whether the shock is in buff or in draft). SaidPeterson application discloses that damage free lading protectionagainst longitudinal impacts (that is, impacts applied against the carcouplers) can be obtained if there is interposed between the couplersand the car body containing the lading a cushioning device orarrangement having a cushion travel suflicient in capacity and lengththat the absolute velocity of the lading is changed to that required bythe Law of Conservation of Momentum for inelastic bodies by employing toa substantial degree the frictional forces acting between the lading andthe car, as distinguished from the compressive forces applied to thelading by the car end wall. This novel approach is particularlyapplicable to resilient lading (goods packed in fibre boxes) andinvolves, among other things, extending the time of closure of thecushioning device employed sufiiciently so that the changes that mustoccur to the absolute velocity of the lading (by reason of theaforementioned Law of Conservation of Momentum) occur to the lading as aunit. The length of travel found essential for US. railroad practice isin the range of 20 to 40 inches, and preferably is on the order of 30inches.

It has been found, as disclosed in said Peterson application, that acushion travel in this range permits the inherent stability of the loadand the friction between the lading and the car body to act assubstantial factors in creating the lading acceleration (either positiveor negative) necessary to achieve the absolute velocity dictated by theaforementioned Law of Conservation of Momentum, without developingwithin the lading the destructive compressive forces which cause ladingdamage.

Said Peterson application also discloses that his invention protects thecar structure as Well as the lading, and further that the invention ofsaid Peterson application is applicable to piggyback and containersystems of freight handling, and permits damage free use of highlysimplified freight cars and containers in the practice of said freighthandling systems.

My invention is an example of the car simplification made possible bysaid Peterson invention. My invention contemplates a deckless railroadcar consisting essentially 3,143,082 Patented Aug. 4, ,1 964 of a carframe composed of a center sill structure, which may be of the typeknown in the art as Z-26, and bolster structures associated with eachend of the center sill structure to which the car trucks are operativelyconnected; the bolsters have secured thereto rollers on which asimplified box type of freight container rides and the container isconnected to a long travel cushioning device (of the type contemplatedby said Peterson application) which is carried by the center sillstructure. The car frame otherwise carries only sufficient structurenecessary to support and make operable the conventional equipmentrequired by A.A.R. regulations, such as couplers, draft gear, uncouplingdevices, brakes, ladders, and the like.

It is therefore the principal object of this invention to provide arailroad car of radically simplified design which employs the principlesof said Peterson application in transporting lading.

Another principal object of the present invention is to provide a car ofradically simplified design which not only employs the principles ofsaid Peterson application in transporting freight containers, but alsois readily adapted to support and transport freight containers of variedor different lengths.

Other objects of my invention are to provide a low cost railroad carspecially adapted to transport simplified box-like containers, toprovide a simplified car frame arrangement that consists essentially ofmore or less standard center sill and bolster designs while yeteffecting the surprising results of said Peterson invention, to providean improved system of handling freight that employs the principles ofsaid Peterson application, to provide a guard arrangement at the ends ofmy simplified car to prevent one from falling to the track through thedeckless space between the car frame end and the adjacent bolsterstructure, and to provide a car and freight container arrangement thatis inexpensive of manufacture, convenient in use, and applicable to awide variety of freight handling problems.

Still other objects of the present invention are to provide in a lowcost railroad car especially adapted to transport simplified box-likecontainers a deckless car frame arrangement employing simplified centersill and bolster designs as well as cross bearer structures that permitthe handling of shorter length containers, to provide a cushioningarrangement conforming to the principles of said Peterson applicationwhich is adapted for ready connection to both short and long freightcontainers, and to provide a car structure that is applicable to a widevariety of freight handling containers.

Still other objects, uses and advantages will be obvious or becomeapparent from a consideration of the following detailed description andthe application drawings.

In the drawings:

FIGURE 1 is a diagrammatic perspective View of one embodiment of myrailroad car, having a freight container applied thereto in accordancewith this invention, with the container being shown in outline form;

FIGURE 2 is a plan view of the car structure shown in FIGURE 1, partsbeing broken away to facilitate illustration;

FIGURE 3 is a side elevational view of the car structure shown in FIGURE2, parts being broken away to facilitate illustration;

FIGURE 4 is a fragmental diagrammatic perspective view of the centralportion of the car of FIGURE 1, illustrating the cushioning device thatis carried by the car center sill structure and the manner in which itis employed to cushion longitudinal impacts;

FIGURE 5 is a cross-sectional view along line 55 of FIGURES 2 and 3;

FIGURE 6 is a diagrammatic perspective view of one ":3 end of the car ofFIGURE 1, showing a modified form of the invention;

FIGURES 7 and 8 are diagrammatic perspective views, in section,illustrating one embodiment of the specific long travel hydrauliccushion device that may be used in practicing my invention and theinvention of said Peterson application, showing said device in extendedand contracted positions, respectively;

FIGURE 9 is a diagrammatic perspective View of another embodiment of myrailroad car, showing on an enlarged scale approximately two-thirds ofthe car, with parts broken away to facilitate illustration, and with acontainer carried thereby shown in phantom;

FIGURES 10A and 10B are plan views that, when considered together, forma composite plan view of the car structure represented by FIGURE 9 (theconventional trucks being omitted);

FIGURES 11A and 11B are side elevational views that, when consideredtogether, form a composite side elevational view of the car structureillustrated in FIGURES Q 10A and 10B showing fragmentally a full lengthcontainer applied thereto;

FIGURE 12 is a fragmental, diagrammatic perspective view of thelongitudinal central portion of the car of FIGURES 9-11B, illustratingthe cushioning arrangement of the car center sill structure and themanner in which it is employed to cushion longitudinal impacts;

FIGURE 13 is a cross-sectional view along line 13-13 of FIGURE 10A;

FIGURE 14 is a cross-sectional view along line 14-14 of FIGURE 10B;

FIGURES 15, 16 and 17 are diagrammatic small scale side elevationalviews of the car showing several of the different freight containerloading arrangements contemplated by this invention.

However, it is to be understood that the specific illustrations of thedrawings are for purposes of complying with 35 U.S.C. 112 as theinvention is susceptible of other embodiments, as will be apparent tothose skilled in the art.

General Description of First Primary Embodiment of Invention Referencenumeral 10 of FIGURES 1-5 generally indicates one primary form ofdeckless railroad car conforming to the principles of my invention aswell as those of said Peterson application, which is composedessentially of a center sill structure 12 connecting spaced bolsterstructures 14, the latter being operatively secured through aconventional center plate and kingpin arrangement to conventional trucks16 that are only diagrammatically illustrated.

The car 10 supports at its ends full length freight container 18 (whichis shown in outline in FIGURE 1). The container 18 in practicing myinvention rides on rollers 20 rotatably mounted in the illustratedembodiment at the ends of the bolster structures, rollers 20 beingformed with annular tapering flanges 22 to aid in properly centering thecontainer with respect to the car when the container is being applied tothe car, and to maintain the freight container properly centered withrespect to the car during transit.

A long travel cushioning arrangement having the characteristicscontemplated by said Peterson application is interposed between the carIt) and the container 18 where indicated by reference numeral 24 (seeFIGURES 1 and 4). The cushioning arrangement 24 includes a hydrauliccushion device 26 received between the two Z members 28 that areemployed to make up the center sill structure 12 and applied between thespaced lugs 30 that are fixed in spaced pairs to the respective Zmembers 28. The cushion device 26 includes follower members 32 and 33which bear against the lugs 31) as well as spaced stops 34- that arefixed to a sliding or shiftably mounted platform or plate 36 carried bythe center sill structure and operate between the lugs of the respectivepairs of spaced 4, lugs 30. The platform or plate 36 forms a member forcoupling the container 18 to cushion device 26, and in cludes hookmembers 33 which are received over tracks 40 that are affixed to thesides of the center sill structure to hold the platform or plate 36 tothe center sill and provide a fixed path of movement for it.

In the primary form illustrated in FIGURES l-6, the coupling member thatis defined by the platform or plate 36 is provided with an upstandingpin 42 which is adapted to lodge in a correspondingly located recess 82formed in the undersurface of container 18 (see FIGURE 5).

The remainder of the car 10 need include only those structures necessaryto make operative the conventional safety and other apparatus requiredby A.A.R. regulations, some of this apparatus being diagrammaticallyindicated in the drawings, such as the hand brake 44 and a platform 46for operating same, couplers 48, uncoupling devicesSt), and the ladderarrangement generally indicated at 52. The hand brake and platform foroperating same may be secured to the simplified end sill structureindicated at 54 in FIGURE 2. The brake rigging and trainline conduits,and other similar equipment, may be secured to the center sill structurein any suitable manner. The uncoupling device 50 at the brake end of thecar may be supported by end sill structure 54, and at the other end ofthe car the device 51) may be supported by end sill structure 55.

The hydraulic device 26 is received in a cushion pocket 60 (see FIGURES4 and 5) defined by the center sill structure 12 and the spaced pairs oflugs 30 carried by same. The hydraulic device 26 generally comprises(see FIGURES 7 and 8) a cylinder 62 and a piston 64 having fixed theretoa tubular piston rod 66 which projects outwardly of the cylinder 62. Theheads or closure members 68 and 79 form the cushion followers 32 and 33,respectively, that are held against the spaced pairs of lugs 30 by highstrength compression springs 72.

The hydraulic unit 26 is designed to have a cushioned travel or closuredistance in the range of 20 to 40 inches, and preferably on the order of30 inches, and the platform or plate 36 and its tracks 46 are arrangedto permit this amount of movement of the plate or platform 36 whenlongitudinal impacts are applied to the car 10 in service. The stopmembers 34 project upwardly through the top of the center sill structurethrough appropriate slots '73, which likewise are proportioned to permitthe above specified movement of the stop members with respect to thecenter sill structure. Unit 26 is double acting, as it effects acushioned transfer of impacts applied to either end of car It), and itpreferably is provided with a substantially constant force travelclosure characteristic.

Container 18 may be of any conventional design, though preferably it isof simple box type construction employing suitable access openings andcovers therefor (not shown) and may be of right parallelepipedconstruction. The container should have a length sufficient so that itwill engage the rollers 20 at each end of the car with an overhangsomewhat in excess of the amount of closure travel of the cushion device26. The container should have a width corresponding to the distancebetween the flanges 22 of rollers 20 of each bolster structure, thoughthe actual width employed should be that which will permit the containerto rest on the cylindrical portions 23 of the rollers without engagingthe flanges 22 thereof.

The container 18 may be of the type that is adapted to be crane liftedonto the car 10 and for this purpose may be provided with conventionalcable attachment devices where generally indicated by reference numeral80.

In practicing my invention, the car 10 is moved to a loading site, suchas a dock, where loaded containers 18 may have been previously gathered.The container 18 is then crane lifted onto the car It the containerbeing lowered onto the car until the container rests on the cylindricalportions 23 of the rollers 20 (between roller flanges 22) in the mannersuggested by FIGURE 1, with the pin 42 of the platform or plate 36engaging in the corresponding recess 32 formed in the undersurface 84 ofthe container (see FIGURE 5). The roller flanges provide a lateralcentering action on the container as it is lowered into position. Asclearly indicated in FIG- URES 3 and 5, the cylindrical portions 23 ofthe rollers are sufiiciently elevated above the top of the center sillstructure so that the undersurface 84 of the container does not contacteither the center sill structure or the platform or plate 36. Thus, thecylindrical portions 23 of rollers 20 at their upper portions aretangent with a common plane which is coincident with the bottom of thecontainer that is to rest on same, which plane is substantiallyhorizontally disposed and parallels the center sill structure.

The container car is now ready for transit. When an impact occurs, forinstance, in the direction of the arrow 86 of FIGURE 8, or in thedirection of the arrow 88 of FIGURE 4, the center sill structure 12moves under the impetus of the impact against one end of the hydraulicdevice 26 to move the latter from its extended position of FIGURE 7 toits .contracted position of FIGURE 8. As the hydraulic device moves toits contracted position, hydraulic liquid is forced through orifices todissipate in the form of heat substantially all of the energy that isinvolved in the so-called impact effect when a car impacts against, oris impacted by, one or more other cars; the cushion also adds to orsubtracts from the container 18 and its lading the energy of the impactthat is to be acquired by or lost from the container (as kinetic energy)as a result of the impact (depending on the condition of impact).

Under the impact condition of FIGURE 4, the impact has been applied tothe coupler 48 at the right hand end of the car shown in FIGURE 1, andthis forces the right hand pair of lugs 30 against the hydraulic deviceclosure member 68 forming follower 32, which presses it against the lefthand stop member 34, as indicated in FIGURE 4. Due to the inertia of thecontainer 18 and its lading, and the connection between platform orplate 36 and the container, the absolute velocity of the platform orplate 36 is initially unaffected by the impact, but the pressure of thehydraulic device follower 33 acting on stop 34 gradually transfers thekinetic energy of the impact to the container and plate 35 by reason ofthe pressure against the stop member 34. The cushion device continues toclose until its parts have the operative relation indicated by FIGURE 8,at which time, the container 18 and platform or plate 36 have theultimate velocity dictated by the aforementioned Law of Conservation ofMomentum.

After the impetus of an impact has been dissipated and the kineticenergy involved in the impact has been transferred to the containerthrough the cushion device, springs 72 acting in tandem on heads 68 and70 restore platform or plate 36 and container 18 to its normal centralposition with respect to the car 10.

When the direction of impact is in the opposite direction, as indicatedin the showing of FIGURE 8, the functioning of the hydraulic device 26is the same, though the forces involved act in the opposite direction;thus, the impact is against the left hand coupler 48 and in thedirection of arrow 36, and the left hand lugs 30 press follower 32against stop member 34, as indicated in the figure. Draft forces arehandled in a similar manner, although the actual operation of thecushion device will depend upon the direction of the draft force, aswill be understood by those skilled in the art.

The roller flanges 22 keep the container properly centered duringrelative movement between the container and the center sill structure.

Specific Description of First Primary Embodiment of the Invention Asalready mentioned, the center sill structure 12 may be of the standard2-26 type and thus includes the two 2 members 28 welded together as atalong the length of the center sill structure. The 2 members 28 whenunited as shown define an inverted channel shape configuration having anopen bottom 92 and laterally extending flanges 94. The Z members may beinitially formed as at 96 to define the respective slots 73 when theyare joined together. The center sill structure may be provided at itsends with the customary draft gear pocket, lugs, draft gear, yoke,coupler key and the like for operatively mounting couplers 48 Within theends of the center sill structure (some of this conventional structurebeing indicated in the drawings). Strikers 98 form the ultimate ends ofthe center sill structure.

The bolster structures 14 are essentially of the standard box typeincluding spaced webs 100 (see FIGURES 1-3) fixed as by welding betweenupper and lower cover plates 102 and 104. As indicated in FIGURE 1, thetop cover plates 102 extend across the width of the car, while thebottom cover plates 104 extend between the upper surfaces of center sillstructure flanges 94 and the respective outer ends of bolsterstructures, the webs 100 being fixed at their inner ends to the centerstill structure, as by welding; plates 102 and 104 are fixed to theportions of the center sill structure that they abut, as by welding. Asseen in FIGURES 2 and 3, a conventional center plate structure 106 isfixed between the bolster members 108 defined on either side of the carby the webs 100 and plates 102 and 104, the center plate structureincluding a plate 107 afiixed to the undersurfaces of bottom coverplates 104 and center sill structure flanges 94 and extending across theopen bottom of the center sill structure. It is the center platestructure 106 which forms the upper center plate of the conventionalpivotal connection be tween railroad car body bolsters and railroad cartruck bolsters and it carries the bearing portion 109 which co operatesin the conventional manner with truck bolster center plate structure(not shown as this may be of any conventional type). The kingpinconnection between the upper and lower center plates may be effected inany conventional way.

At the ends of the bolster members 108, the webs 100 and the top andbottom plates 104 are welded to an end plate structure 110 (defined by apair of plates 111 rigidly afiixed to each other) which has fixedthereto frame 112 that together with plate 110 journals shaft 114 whichrotatably mounts the respective rollers 20. Frame 112 is onlydiagrammatically illustrated and may take the form of end member 116welded to the respective bolster members by side members 118, and ofcourse, any additional bracing necessary will be obvious to thoseskilled in the art.

The platform or plate 36 may take the form of any suitable rigid memberhaving the approximate shape indicated, to the edges of which are fixed,as by welding the angle brackets 38 which are engaged underneath tracks40. Pin 42 may be welded to the upper surface of plate 36, as indicatedin FIGURE 5.

Tracks 40 may take the form of bars 120 welded to the outer sides 122 ofthe respective Z members 28.

The cushion device 26 is supported within the cushion pocket 60 andunderneath platform or plate 36 by the spaced carrier plates (seeFIGURES 4 and 5), which may be fixed to the center sill structureflanges 94 as by appropriate bolts 132. Adjacent the center of thecushion po c l et 60, the center sill structure flanges 94 arepreferably connected by a reinforcing plate 134 held in place in anysuitable manner, as by several of the bolts 132. The cushion 26 in theillustrated embodiment is centered within the cushion pocket both by thecushion carrier plates 130, which are arcuately formed as at 136 toindex the cushion, as well as guide members 138, which in the formillustrated comprise channels 140 welded to the internal surfaces 142 ofthe respective 2 members 28 between the lugs 30 thereof.

The stop members 34 are afiixed to the undersurface of the plate orplatform 36 in any suitable manner, as by welding, and are preferablyinterconnected by the elongate rigid member 144 which in the formillustrated comprises a channel-shaped beam.

The lugs may comprise plates 146 aflixed to the inner surfaces 142 ofthe center sill structure, as by welding, and are arranged in spacedpairs in which the individual lugs are aligned transversely of thecenter sill structure. The respective plates 146 may be reinforced bystrengthening webs 148 of any suitable character and afiixed in placebetween the respective plates 146 and the 2 members 28 as by welding.

The end sill arrangement 54 may take the form of spaced channel members150 fixed together, as by welding, at their outer ends by channel member152; members 156 may be secured to the center sill structure in a likemanner. Spaced vertical angles 154 fixed to the connecting channel 152have aflixed thereto guard plates 156 and 158; plate 156 extends betweenthe two angle members 154 and carries the steps 160 of ladder 52 whileplate 158 is fixed between the corner angle member 154 and the centersill structure and supports the hand brake 44 and its associatedstructures. Platform 46 may be fixed to the end sill structure byappropriate angles 162 affixed to channels 150 in any suitable manner.The uncoupling device may be associated with the end sill 54 in anysuitable manner.

The other end of the car is also provided with an end sill structurewhere indicated at for supporting an uncoupling device at this end ofthe car. The end sill structure 55 may be of any suitable form and inthe embodiment illustrated comprises a transversely extending channelmember 172 braced by diagonal angle member 174, both being weldedtogether and welded to the center sill structure 12.

As already mentioned, the container 18 may be of any suitable design,the crane cable brackets 80 in the form shown comprising metal loops 182pivotally secured to brackets 184- afiixed in any suitable manner to thetop of the container. As indicated in FIGURE 5, the pin 42 of plate 36is received in opening 82 in the undersurface of the container, andopening 82 is formed or defined in any suitable manner.

It may be mentioned that the pin 42 and recess 82 are only one form ofinterconnection that may be employed between the platform or plate 36and the container 18 to make the container fast to the platform. Theconnection may be made by applying the pin to the container and therecess to plate or platform 36, or by employing a plurality of such pinsand recesses, or any other suitable interengaging means may be employed,as will be apparent to those skilled in the art.

Hydraulic Cushion Device The hydraulic cushion device 26 is preferablythat described in the copending application of William H. Peterson,Serial No. 782,786, filed December 24, 1958, now Patent No. 3,035,827,granted May 22, 1962, the entire disclosure of which is herebyincorporated herein by this reference. The device 26 is a dissipativeenergy system type constant force travel long travel cushioning mechanism arranged to transfer and dissipate substantially all kineticenergy imposed upon the center sill structure 12 by draft and buifforces applied to the car couplers (in excess of the minor amountsabsorbed by the draft gear and return springs of the device 26). This isto be distinguished from conservative energy system type cushioningdevices that merely store the energy on impact and return it in the formof oscillations. As described in said Peterson application Serial No.856,963, device 26 is a 100 percent efiicient cushion travel devicemeaning that it transfers and dissipates the required energy withminimum travel and no uncontrolled recoil.

. In other words, and as specified in said Peterson application SerialNo. 856,963, the cushioning device 26 should have a travel of from about20 to about 40 inches, or its equivalent, and be characterized by itsability to dissipate a sufficient amount of energy of impact (other thanthat portion of such energy needed to recenter the cushioning device),either on closing of the device, or on closing and return of the device(note that the restricted flow of hydraulic liquid in cushioning device26 on its return to normal is energy dissipating and thus cushion 26 hascontrolled recoil), so that the major portion of the remaining energy ofimpact is transmitted as kinetic energy to the load. Thus, in essencethis makes the cushioning device 26 a dissipative energy system cushionas opposed to a conservative energy system cushion that stores andreturns substantially all kinetic energy applied to it, although suchdissipative energy system cushion should have sufficient energy storingand return characteristics to return the cushion and the container loadto neutral or recentered position.

By employing the long travel cushioning device 26, the time required forthe transfer, of for instance, the momentum of a striking car to astruck car (carrying the lading in question) is prolonged sufiicientlyto achieve the afore-described benefits that are disclosed in saidPeterson application Serial No. 856,963.

The device 26 generally comprises the aforementioned tubular cylinder 62in which piston head 64 is reciprocably mounted, tubular piston rod 66aflixed to piston head 64, and invaginating tubular member or boot 20%connected between the tubular cylinder 62 and the tubular piston rod6-6, and the helical compression springs 72 extending between theclosure members 68 and 70 of the tubular cylinder 62 and the tubularpiston rod 133 and a spring seat 202.

The closure member 68 and tubular cylinder 62 carry a metering pin 264that is reciprocably received within the bore 286 of the tubular pistonrod 66. The metering pin 204 preferably is provided with a guide member288 at its projecting end.

The internal surface 210 of tubular cylinder 62 is formed in anysuitable manner as at 212 (see FIGURES 7 and 8) to receive three snaprings 214, 216 and 218. The snap ring 214 serves as a stop for pistonhead 64 when the devices is in its extended position of FIGURE 7, whilethe snap rings 216 and 218 hold in place a piston rod guide member 220to which one end 222 of the invaginating boot or tubular member 209 issecured by a suitable clamp 224. The other end 226 of the boot ortubular member 280 is turned outside in, and is secured to the externalsurface 228 of the piston rod 66 by a suitable clamp 23%.

The device 26 is charged with hydraulic liquid as described in saidcopending application Serial No. 782,786 to completely fill the spacedefined by the tubular cylinder 62, the tubular piston rod 66, and theinvaginating boot or tubular member 290. When in use, the device 26 hasthe normal positioning indicated in FIGURE 7, and in the illustratedarrangement, the device 26 engages the lugs 30 and stops 34 at both endsof cushion pocket 60, as previously described. When the center sillstructure 12 receives a shock either in butl or draft, either thetubular member 62 will commence movement to the left of FIGURE 7 or thetubular piston rod 66 and piston head 64 will commence movement to theright of FIGURE 7, or possibly both movements may occur. In any event,as the device 26 retracts under the force being pushed, the metering pin264 displaces hydraulic liquid contained within the tubular piston rod66 and the piston head 64 causes a hydraulic liquid flow through itsorifice 232 through which the metering pin 204 extends. As shown,metering pin 204 is provided with a tapered surface 234 that preferablyis designed to provide a constant force travel characteristic as thehydraulic cushion 26 contracts under the shock opposed on it; that is,the arrangement is such that for 9 every unit of travel, the cushioningdevice provides a substantially constant cushioning effect.

As indicated in FIGURE 7, the oil flow then initiated is from thechamber 236 on the high pressure side of the piston head 64 through theorifice 232 and into the bore 2% of tubular piston rod 66, thenceradially outwardly of the piston rod 66 through orifices or ports 238 ofthe tubular piston rod 66. As the hydraulic liquid within the tubularpiston rod is displaced by the metering pin 204, it likewise movesthrough the ports 238, as indicated by the arrows in FIGURE 7. Meteringpin guide member 208 is formed with relatively large apertures 240 topermit a free fiow of hydraulic liquid during movement of the meteringpin.

The hydraulic liquid flow through ports 23% is under relatively highvelocity and creates great turbulence in the chamber 242 that is formedby the space between the tubular piston rod guide member 220 and thepiston head 64. This great turbulence is caused at least in part by theradically directed flow of hydraulic liquid impinging directly againstthe inner surface 210 of tubular cylinder 62, and is responsible fordissipation of much of the kinetic energy of the hydraulic liquid in theform of heat.

As the contraction of the hydraulic cushion device 26 proceeds, the highpressure chamber 236 is reduced in volume by the advancement of thepiston head 64 toward the tubular cylinder closure member d8. Thehydraulic liquid passing through orifice 232 fills the chamber 242behind the piston head 64, while a volume of hydraulic liquid equivalentto that displaced by the total entry into the fluid chamber of thepiston rod 66 passes through apertures 244 of guide member 220 into thespace 246 enclosed by the invaginating boot or tubular member 200 whichinflates or expands and rolls to the position suggested by FIGURE 8. Theapertures 244 are relatively large in cross-sectional area whichprovides and permits the relatively large volume and consequently lowpressure hydraulic liquid flow from chamber 242 to space 246. Thisavoids generation of any appreciable compressive force on the relativelyslender metering pin and prevents any possibility of its buckling.

After the shock has been fully dissipated, the compression springs 72,acting in tandem, return the hydraulic cushioning components to theinitial extended position of FIGURE 7. During this movement under theaction of the compression springs, the oil flow illustrated in FIG- URE7 is reversed, and invaginating tubular member or boot 200 deflates andreturns to the position of FIGURE 7 thereby insuring that the hydraulicliquid displaced by the piston head 64 and piston rod 66 is restored toits normal operative locations.

It will therefore be seen that not only is the device 26 composed of fewand simple components, and that all sliding or dynamic seals areeliminated, but a reliable long travel cushioning action is provided.Furthermore, all kinetic energy applied to the cushion device, with theexception of the small potential energy stored in the return springs 72,is either dissipated in the form of heat by the passing of the hydraulicliquid through orifice 232 and the turbulence in chamber 242, or istransferred as kinetic energy (positive or negative, depending on thecondition of impact) to the struck car with its load.

Reference may be had to said copending application Serial No. 782,786,for a more specific description of this unit. It may be added, however,that the tapering surface 234- of the metering pin 204 extends betweenpoints 250 and 252 (see FIGURE 7) and that the contour of taperedsurface 234 in the illustrated embodiment is designed from therelationship wherein A is the orifice area at any position x (see FIG-URE 7) along the total nominal stroke d (the length of the taperedsurface 234), and A is the initial orifice area l0 defined by theorifice 232 at the beginning of a stroke, in the case where a completelyrigid body is being cushioned from impact. While in most cases and for agiven car weight this assumption will result in a reasonably eificientdesign, small alterations can be readily made to this shape to give it acloser approach to the optimum of constant force travel characteristicfor a given situation after a few experimental trials. However, theshape given by the above formula is the best starting point.Furthermore, it is usually possible to obtain a reasonably efiicientdesign by approximating the curved shape given by the above expressionas by calculating a series of spaced cross-sectional areas so determinedby straight tapers, if this facilitates manufacture. Moreover, the pincould be contoured so as to provide for the desired stroke of from about20 to 40 inches while having a reserve stroke which would give asubstantially higher force travel characteristic than that throughoutthe normal stroke, in order to protect against overloads or otherunusually severe condition. In fact there is no limit to thepossibilities of how the pin might be shaped to suit special situationsor the application of existing knowledge of this art. The orifice areasreferred to are the orifice area of orifice 232 minus thecross-sectional area of the metering pin at any given position along thestroke of the metering pin.

The components of the unit 26 may be formed from any suitable materials,boot 200 of the illustrated embodiments being formed from suitableimpervious, flexible, rubber-like material with special additives forlow temperature flexibility and clamps 224 and 230 being of the type ofclamp sold under the trademark Punch-Lok, made and sold by the Punch-10kCompany of Chicago, Illinois. The unit 26 of the illustrated embodimentsis preferably charged with the high viscosity index oil sold by ShellOil Company under the trade designation Aeroshell No. 4, as this oildesirably has a relatively small variation in viscosity between theextremes of minus 60 degrees F. and 150 degrees F.

The hydraulic liquid when the device 20 is in fully extended position isunder very little pressure, perhaps no more than 2 p.s.i., but eventhough the pressures in the high pressure chamber 236 may rise to asmuch as 8,000 p.s.i. as when the device is employed in railroad cars tocushion buff and draft forces, the maximum pressure within theinvaginating boot 200 (when fully inflated) is believed to be about 10p.s.i. Boot 200 stretches about percent when fully inflated. Units 26can be designed for operating pressures up to the limit of the yieldstrength of cylinder 62 and the device of FIGURES 7 and 8 when employedas indicated, is capable of handling kinetic energy on the order of amillion foot pounds, depending, of course, on the specific designrequired for a specific purpose. Units 26 will thus easily handle 15miles per hour impacts when applied to, for instance, the railroad carstructure of FIGURES 16.

Referring now to the embodiment of FIGURE 6, the car 300 thereinillustrated is substantially the same as car 10 except at the endsthereof. In accordance with this embodiment of the invention, the endsill structure 54 is applied to both sides of the car, thus providing asupport for car plates 302 and 304. A similar arrangement is effected onboth sides of the other end of the car in place of the end sillstructure 55, although the hand brake 44 would not be required at thatend of the car. This arrangement forms a barrier across the end sills oneither side of the center sill structure at each end of the car, butdefines a passage 306 through which one may pass if desired in moving,for instance, from a flatcar bed 308 of a flatcar 309 that may becoupled to car 300.

The car plates 156, 158, 302 and 304 in forming a barrier across the endsills of the car prevent one from accidentally falling through theopening between the car end sills and bolster structures. It frequentlyhappens that members of train crews and others that may be on or about atrain may wish to go from one car to another by negotiating the spacebetween the cars. \Vithout the illustrated barrier arrangement at theend sills of my car, one might be tempted to jump from say the flatcarbed 3% onto an end sill 54 and then be surprised by the open spacebetween the end sill and the adjacent bolster, with the result that abad fall may be occasioned to the track below. The guard platearrangement illustrated insures that those passing from an adjacent carto a car of my invention will have to go through end sill gate 3%, whichplaces them on top of the continuous center sill structure 12.

It is apparent that the end sill guard arrangement may be provided byrails or other fencing in place of the illustrated plates.

General Description of Second Primary Embodiment of Invention Referencenumeral 31d of FIGURES 9-118 generally indicates another form ofdeckless railroad car conforming to the principles of my presentinvention as well as those of said Peterson application, and car 31%also is composed essentially of a center sill structure 312 connectingspaced bolster structures 314-, the latter being operatively securedthrough a conventional center plate and kingpin arrangement toconventional trucks 316, which are only diagrammatically represented,where illustrated, as they may be of any suitable type.

In accordance with the invention described in connection with theembodiment of FIGURES l8, the car 10 supports at its ends a single fulllength freight container 318 (see FIGURES 7 and The container 318 inpracticing by invention rides on rollers 32% that are rotatably mountedat the ends of the bolster structures 314, rollers 320 being formed withannular tapering flanges 322 to aid in properly centering the containerwith respect to the car when the container is applied to the car, and tomaintain the container properly centered with respect to the car duringtransit.

As will be apparent from FIGURES 11B and 15, the containers 31% must beof a length to extend between the bolster structures and thus extendsover the effective load carrying length of car 31d.

In accordance with the embodiment of FIGURES 9-17, the center sillstructure 312 is provided with cross bearer structures 323 and 323a,also carrying the rollers 329, for supporting less than full lengthcontainers in the manner suggested in FIGURES 16 and 17.

A long travel cushioning arrangement having the characteristicscontemplated by said Peterson application is interposed between the car319 and the containers where indicated by reference numeral 24 (seeFIGURES 9-12). The cushioning arrangement 24 includes the hydrauliccushion device 26 of FIGURES 7 and 8 (see FIGURES 12 and 13) receivedwithin the hollow center portion 27 of the center sill structure andapplied between spaced lugs 30 (see FIGURE 12) that are fixed in spacedpairs 31 to the center sill structure. The cushioning device 26illustrated includes follower members 32 and 33 which bear against thelugs 30 as well as stop members 34 that are keyed to a sliding orfloating beam 336 (see FIGURE 4) which may also be termed a platformcarried by the center sill structure and operate between the lugs of therespective pairs 31 of spaced lugs 30. The floating beam 336 is formedwith perforations 338 through which the respective stop members 34extend from within the center sill structure, and pins 341) (see FIGURE12) pendantly hold the stop members in assembled relation with beam 336.The center sill structure 312 is formed with appropriate slotting 341 toaccommodate relative movement of the stop members with respect to thecenter sill structure. Cushioning device 26 rests on rigid member 34athat is fixed between stop members 34, the

I2 Lager in turn being supported by beam 35 through pins In accordancewith the embodiment of FIGURES 9-17, the floating beam 336 is formed toreceive upstanding pins 342 and 343 which are adapted to lodge inappropriately located recesses 345 (see FIGURE 13) formed in theundersurface of the respective containers (for instance, the container318 of FIGURE 13) for purposes of keying the respective containers tothe beam 336. Beam 336 thus forms a member for coupling the containcrsto cushion device 26.

The remainder of the car 31% need include only those structuresnecessary to make operative the conventional safety and other apparatusrequired by A.A.R. regulations, some of this apparatus beingdiagrammatically indicated in the drawings, such as hand brake 44 and aplatform 46 for operating same, couplers 48, uncoupling devices 59 (seeFIGURES 10A and 10B), and the ladder arrangement generally indicated at52. The hand brake and platform for operating same may be secured to thesimplified end sill structure indicated at 54 in FIGURE 10A. The brakerigging, trainline conduits, and other similar equipment may be securedto the center sill structure in any suitable manner. The uncouplingdevice 50 at the brake end of the car may be supported by end sillstructure 54, while at the other end of the car the device 50 may besupported by end sill structure 55. Appropriate draft gear may beapplied in any well known manner to conventional draft gear pocketsindicated at 57.

The hydraulic cushion device as is received in what may be called acushion pocket 360 (see FIGURES 12 and 13) defined by the center sillstructure 312 and the spaced pairs of lugs 39 carried by same. Thehydraulic device 26 illustrated in FIGURES 12 and 13 is the same asshown in FIGURES 7 and 8 and comprises a cylinder 62 and a piston 64having fixed thereto a tubular piston rod 66 which projects outwardly ofthe cylinder 62. The heads or closure members 68 and 7% form the cushionfollowers 32 and 33, respectively, that are held against the spacedpairs of lugs 349 by high strength compression springs 72 (the latterbeing only partially illustrated in FIGURE 7). As the hydraulic unit 26is designed to have a cushion travel or closure distance in the range of20-40 inches, and preferably on the order of 30 inches, the floatingbeam or cushion coupling member 336 as well as center sill slotting 341are arranged to permit this amount of movement of the floating beam 336when longitudinal impacts act on the car 310 in service.

The containers of this embodiment of the invention likewise may be ofany conventional design, though preferably they are of a simplified boxtype construction employing suitable access openings and covers therefor(not shown) and they ordinarily will be of right parallelepipedconstruction. The container 318, as already mentioned, will have alength sufiicient so that it will engage the rollers 320 that arecarried by the bolster structures 314, and preferably there should be anoverhang somewhat in excess of the amount of closure travel of thecushion device 2s. The containers should have a width corresponding tothe distance between the flanges 322 of rollers 320, though the actualwidth employed should be that which will permit the container to rest onthe cylindrical portions 323 of the rollers without engaging the flanges322 thereof.

The containers may be of the type that are adapted to be crane liftedonto the car 319 and for this purpose may be provided with conventionalcable attachment devices where generally indicated by reference numeralin FIGURE 1.

The containers 318a and 31% of FIGURES 16 and 17, respectively, areidentical to container 318 except that they are proportioned in lengthto engage the respective bolster and cross bearer structures indicatedin these figures. A suitable length relation is represented by aspecific embodiment of the invention wherein the con- 13 tainer 318 is45 feet in length, the containers 318a are 24 feet in length and thecontainers 31817 are 17 feet in length.

When container 318 is to be applied to car 318, the pin 342 is receivedin a corresponding recess 345 formed in the undersurface of thecontainer 318, and the pins 343 are removed or retracted.

When the containers 318a or 3182; are applied to the car 310, the pins343 are received in recesses 345 (not shown) formed in the ends of therespective containers, the respective containers at their outer endsresting on either the bolster structures 314 or the outer cross bearerstructures 323, depending upon the length of the container.

The containers are preferably provided with a wear plate structure 381at their respective ends for engagement with the rollers that therespective containers are to rest on so that the undersurface of thecontainer will be spaced above the other rollers and any outwardlyprojecting structure carried by the center sill structure.

In practicing the invention of FIGURES 917, the car 310 is moved to aloading site, such as a dock, where, for instance, loaded containers 318have been previously gathered. The container 318 is then crane liftedonto the car 310, the container being loaded onto the car until thecontainer rests on the cylindrical portions 325 of the rollers that arecarried by the bolster structures, with the pin 342 of the floating beamengaging in the corresponding recess 345 of the undersurface of thecontainer. The roller flanges 322 provide a lateral centering action onthe container as it is lowered into position. As clearly indicated inFIGURES 10A, 11B and 13, the cylindrical portions of the rollers aresufficiently elevated above the top ofthe center sill structure so thatthe undersurface 383 of the container does not contact either the centersill structure or the floating beam 336. Thus, the cylindrical portions325 of rollers 320 at their upper portions are tangent with a commonplane which is coincident with the bottom of the container (as definedby the undersurfaces of plates 381) that is to rest on same, which planeis substantially horizontally disposed and parallels the center sillstructure. Alternately, either containers 318a or 31812 are applied tothe car 318 in the manner suggested by FIGURES 16 and 17, theappropriate pin 343 being applied to the appropriate recess 345 in thecontainer undersurface on either side of the center of the car. Thecentering action of the rollers 320 of the cross bearer structures 323and 323a on containers 318a and 318b is the same as that described inconnection with rollers carried by the bolster structures, andfurthermore, the said rollers of the cross bearer structures are at thesame elevation as that previously mentioned.

Another way of loading the car 310 is to apply a container 318a and acontainer 31% to the car in the manner already mentioned. The exactloading arrangement employed for any one car 310 will depend upon thenumber of containers 318, 318a and 31% awaiting rail transit as well asthe destination and urgency of the respective shipments.

Assuming that the car 310 has ben loaded and is ready for transit, whenan impact occurs, for instance, in the direction of the arrow 86 ofFIGURE 8, or in the direction of the arrow 88 of FIGURE 12, the centersill structure 312 moves under the impetus of the impact against one endof the hydraulic device 26 to move the latter from its extended positionof FIGURE 7 to its contracted position of FIGURE 8. As hydraulic device26 moves to its contracted position, hydraulic liquid is forced throughorifices to dissipate in the form of heat substantially all of theenergy that is involved in the so-called impact effect when a carimpacts against, or is impacted by, one or more other cars; the cushionalso adds to or subtracts from the container or containers and theirlading the energy of the impact that is to be acquired by or lost fromthe container (as kinetic energy) as a result of the impact (dependingupon the condition of impact.

Under the impact condition of FIGURE 12, the impact has been applied tothe coupler 48 at the right hand end of the car shown in FIGURE 9, andthis forces the right hand pair of lugs 30 against the hydraulic deviceclosure member 68 forming follower 32, which presses it against the lefthand stop member 34, as indicated in FIGURE 12. Due to the inertia ofthe container or containers and their lading, and the connection betweenthe floating beam 336 and the respective containers, the absolutevelocity of the floating beam is initially unaffected by the impacts,but the pressure of the hydraulic device follower 33 acting on stop 34gradually transfers the kinetic energy of the impact to the container orcontainers and beam 336 by reason of the pressure against the stopmembers 34. The cushion device continues to close until its parts per sehave the operative relation indicated by FIGURE 8, at which time, thecontainer or containers and floating beam have the ultimate velocitydictated by the aforementioned Law of Conservation of Momentum.

After the impetus of an impact has been dissipated and the kineticenergy involved in the impact has been transferred to the container orcontainers through the cushioning device, springs 72 acting in tandem onends 68 and restore beam 336 and the container or containers to theirnormal central positions with respect to the car 10.

When the direction of impact is in the opposite direction, as indicatedin the showing of FIGURE 8, the func tioning of the hydraulic device 26is the same, though the forces involved act in the opposite direction;thus, the impact is against the left hand coupler 48 and in thedirection of arrow 86, and the left hand lugs 31) press follower 32against right hand stop member 34, as indicated in the figure. Draftforces are handled in a similar manner, although the actual operation ofthe cushion device will depend upon the direction of the draft force, aswill be understood by those skilled in the art.

Specific Description of Second Primary Embodiment of the Invention As itis apparent from the showing of FIGURES 16 and 17 that the center sillstructure 312 illustrated will have to withstand vertical loads appliedat points between the bolster structures 314, the center sill structure312 of this embodiment is of the fish-belly type so as to provide thenecessary structural strength at the longitudinal center of the car. Inthe form illustrated, center sill structure 312 comprises end structures384 and 385 joined together by a center section 386 to thus provide acomposite fishbelly type center load bearing member. The end sections384 and 385 are essentially the same and may be formed by two 2 members87 welded together as at 388 to define the familiar standard 2-26 typesection sill to which draft gear pockets 57 are applied in any suitablemanner.

The center section 385 comprises (see FIGURES 9 and 13) spaced-verticalplates 389 welded to the adjacent ends of the end sections 384 and 385as at 390 (see FIGURES 11A and 11B) and joined together on either sideof the center of the car by top plates 391 and 392. As will be seen fromFIGURES 10A and 1013, the top plates 391 and 392 are positioned oneither side of the cushion pocket 360 and are joined along the top ofthe center sill structure by spaced cover plates 393 and 394, which arepositioned to define the operating slotting 341 for the stop members 34.Plates 391 and 392 may be formed as at 341:: to complete the length ofslotting 341 required for proper functioning of the long travelcushioning action desired.

The vertical plates 389 include tapering portions 389a that define thefish-belly shape, and have reinforcing plates 395 fixed along theirlower edges, which plates extend under and are fixed, as by welding, tothe lower edges of respective Z members 387 at each end of the car (seeFIGURES 11A and 11B) for reinforcing purposes. A

suitable brace plate 396 is affixed to the top'of the respective endsections 334 and 385 and the adjacent top plates 391 and 392,respectively, for reinforcing purposes, in the illustrated form ofFIGURES 9-17, and, of course, any other reinforcing and bracing that maybe necessary may be applied as and where considered necessary ordesirable. For instance, reinforcing channels 397 are fixed between thereinforcing plates 395 in the planes of the respective center crossbearer structures 323a (see FIG- URE 13).

The bolster structures 314 may be of any suitable type, thoseillustrated being formed by bolster members 399 each comprising avertical web 400 fixed as by welding between upper and lower coverplates 401 and 432, all fixed to the 2 members 337 making up therespective end sections of the center sill as by welding. As seen inFIGURES 11A, 11B and 14, a conventional center plate structure 406 isfixed between the bolster members 399, the said center plate structureextending across the open bottom of the Z-26 section defined by the endsof the center sill structure and supporting the conventional pivotalconnecting structure 487 which together with a kingpin forms aconventional pivotal connection between the railroad car body bolstersand railroad car truck bolsters; the center plate structure also carriesthe conventional bearing portion 439 (see FIGURE 14) which cooperates inthe conventional manner with the truck bolster center plate structure(not shown as this may be of any conventional type). The kingipnconnection between the upper and lower center plates may be effected inany conventional manner.

The bolsters may also be provided with conventional side bearings 4G5reinforced by suitable brace plates 403 (shown only in FIGURE 14).

The ends of the boster members 339, the web 4% and the top and bottomplates 491 and 402 are welded to an end plate structure 410 which hasfixed thereto frame 412 that together with plate 416 journals shaft 414which rotatably mounts the respective rollers 320 of the bolsters. Frame412 is only diagrammatically illustrated and may take the form of endmember 416 and side members 418 welded together to the bolster members,and, of course, any additional bracing necessary will be obvious tothose skilled in the art.

The end or outer cross bearer structures 323 in the illustratedembodiment are defined by cross bearer members 419 that have the samestructural features as the bolster structures 314, as indicated bycorresponding reference numerals; of course, the center plate structureand side bearings are omitted.

The center or intermediate cross bearer structures 325 each comprisecross bearer members 420 formed by suitable rigid members 422 (shown asangle irons) welded to the outer surfaces of vertical plates 389 and theundersurfaces of cover plates 393 and 394, respectively (see FIGURE 13).Angle irons 422 of each cross bearer member 420 are held in spacedrelation by brace bars or plates 424 and reinforcing channels 425 andtheir brace plates 425:: are applied between the outer ends of the crossbearer members 42% and the reinforcing plates 395 of the vertical plates389 (see FIGURES 9 and 13). A reinforcing bridge plate structure 426,composed of top member 427 and bracing webs 428, is fixed, as bywelding, between the cross bearer members 420 of each cross bearerstructure 3234:. The bridge plate structures each define an opening 429through which beam 336 extends and stop members 334 operate.

Fixed to the outer ends of the respective cross bearer members 420 is anend plate structure 410 to which a roller support frame 412 is afiixed,as by welding, for journalling the rollers 320 of the center crossbearer members.

The floating beam 336 in the form illustrated rests on the center sillstructure, and takes the form of a channel shaped member 430, made froman appropriate rigid material, which has fixed to the web 432 thereof asby welding the pairs of spaced abutments 434 (positioned at either endof openings 338) between which the stop members 34 are disposed (seeFIGURE 12) when the cushioning mechanism is fully assembled. The channelmember 430 is also recessed as at 435 to permit application of pins 34%and is formed with appropriate holes to receive the lower ends 431 ofthe pins 342 and 343 that key the respective containers to the floatingbeam 336. The pins 342 and 343 should be proportioned to withstand theforces that are to be applied to them, and are removably secured to thebeams 336 in any suitable manner, as by having their lower ends 431 (seeFIGURE 12) of reduced diameter which fit into appropriate holes 423 of acomplementary diameter formed in the channel member 430 so that they areadequately supported by channel member 43%). As a matter of fact, anyarrangement for detachably connecting the pins 342 and 343 to channelmember 430 will be satisfactory so long as the pins may be removed whennot needed (compare FIGURES 15, 16 and 17). Of course, suitableretaining devices may be employed for securing those pins 342 and 343 tothe center sill structure not in use to the car. For instance, asuitable receptacle might he afiixed to the outer surface of one of thevertical plates 389, or the pins may be chained to the center sillstructure.

The pins 342 and 343 are aligned with slotting 341, which may beextended into top plates 391 and 392 to permit the long travelcushioning action desired.

Pins 340 securing stop members 34 to beam 336 are preferably releasablysecured against displacement in any suitable manner, and, of course,they rest on the web 432 of beam 336.

As already mentioned, the cushion device 26 is supported within thecushion pocket 60 by the stop members 34 and the rigid member 3411connecting them. The cushion device 26 in the illustrated embodiment iscentered within the cushion pocket by guide plates 440 (see FIGURE 13)Welded between the internal surfaces 142 of the respective plates 389and the undersurfaces of cover plates 393 and 394, respectively. Theelongate member 34a and the guide members 440 guide the contraction andextension movement of the cushion and prevent the particular cushionshown from jackknifing.

The lugs 30 may comprise plates 446 afiixed to the inner surfaces 442 ofthe spaced vertical plates 389, as by welding, and are arranged inspaced pairs 31 in which the individual lugs 30 are aligned transverselyof the center sill structure 312. The respective plates 446 may bereinforced by strengthening webs 448 of any suitable character and maybe afiixed in place between the respective plate 446 and the plates 389as by welding.

The end sill arrangement 54 of FIGURES 9-17 may take the form of spacedchannel members 450 fixed together at their outer ends by channel member452 by welding; members 450 may be secured to the center sill structure312 in like manner. Spaced vertical angles 454 fixed to the connectingchannel 452 have afiixed thereto guard plates 456 and 458; plate 456extends between the two angle members 454 and carries the steps 460 ofladder 52 while plate 458 is fixed between the corner angle member 454and the center sill structure, and supports the hand brake 44 and itsassociated structures. Platform 46 may be fixed to the end sillstructure by appropriate angles 462 (see FIGURE 10A) afiixed to channels450 in any suitable manner. The uncoupling device 50 may be associatedwith the end sill 54 in any suitable manner.

The end sill structure 55 at the upper end of the car may be of anysuitable form and the embodiment illustrated in FIGURES 9-11B comprisesa transversely extending channel member 472 braced by diagonal anglemember 474, both being welded together to the center sill structure 312.

As already mentioned, the containers 318, 318a, and

3185 may be of any suitable design, the crane cable brackets 80 in theform shown comprising metal loops 482 (see FIGURE 1) pivotally securedto brackets 484 afiixed in any suitable manner to the top of thecontainer. The openings 345 in the undersurfaces of the containers forreceiving the respective pins 342 and 343 may be formed or defined inany suitable manner.

It may be mentioned that the pins 342 and 343 and recesses 345 are onlyone form of interconnection that may be employed between the platform336 and the containers to make the containers fast to the beam. Theconnection may be made by fixing, for instance, similar pins to thecontainers and lodging them in the respective beam openings 433 when thecontainers are applied to the car. Of course, the location of the pinsand recesses on the floating beam and the respective containers shouldbe made consistent with the actual container lengths employed.

Distinguishing Characteristics of the Invention It will therefore beseen that I have provided a highly simplified railway car that isespecially adapted for carrying containers and providing the containerand its lading with the benefits of the long travel cushioning actioncontemplated by said Peterson application Serial No. 856,963. Myradically simplified car of FIGURES 1-8 is made possible not only by thepractice of the invention of Peterson application Serial No. 856,963,but also by reason of the fact that no vertical loads are applied to thecenter sill structure 12 at points spaced from bolsters 14 except forreaction forces resulting from operation of the cushion 26. Thus, itwill be noted that the weight of the container 18 is applied directly tothe bolsters 14, and then is transferred directly to the car trucks.Furthermore, the container itself may be simplified since it issupported only along its side edges, which are inherently the strongestpart of the container.

It will also be seen that I have provided a railroad car for carryingfreight containers which is adaptable for use in transporting both fullsize and less than full size containers while still retainingessentially the basic simplified framing arrangement contemplated by theembodiment of FIGURES 1-8 and providing the containers and their ladingwith the benefits of the long travel cushioning action contemplated bysaid Peterson application Serial No. 856,963.

It should further be apparent that the embodiment of FIGURES 9l7contemplates a freight container system involving a railroad car andfreight containers of more or less standard lengths including a fulllength container that forms the normal full load of a car, containers onthe order of half the length of the full length container, andcontainers of a length less than the said half length containers. Thesecontainers are provided with standard interconnection devices ofsimplified form and located in accordance with the respective lengths ofthe containers for ready connection to a floating beam or member that isoperatively associated with the car cushioning apparatus for providingthe containers with the long travel cushioning action that has beenfound to be so necessary to achieve the ultimate in lading protection.

It should be pointed out that my invention eliminates the need for theconventional car bed or decking forming same.

By way of example to indicate relative lengths, the arrangements ofFIGURES 1-8 were devised to transport a container 45 feet long and 8feet wide and a suitable car length would be 51 feet 9 inches betweenstrikers, this allowing suflicient distances between the container (whenmounted on the car) and the end sill structure 54 for the cushioningdevice 26 to operate in its indicated range of travel. The car of theembodiment of FIGURES 1-8 is in the $5,000-$6,000 price range, which isa fraction of the cost of standard freight cars.

This application is a continuation of my copendmg 18 applications SerialNo. 9,135, filed February 16, 1960,

and Serial No. 44,328, filed July 21, 1960, now abandoned.

The foregoing description and the drawings are given merely to explainand illustrate my invention and the invention is not to be limitedthereto, except insofar as the appended claims are so limited, sincethose skilled in the art who have my disclosure before them will be ableto make modifications and variations therein without departing from thescope of the invention.

I claim:

1. A railroad car for transporting containers, said car comprising aframe composed of a centersill structure, a bolster structure securedadjacent each end of the center sill structure, each bolster structureincluding means for securing same to a car truck, a platform riding onand carried by said center sill structure, said platform being mountedfor movement longitudinally of said center sill and having a widthsubstantially conforming to the Width of said center sill structure, acushioning device interposed between said center sill structure and saidplatform, means securing a container to said platform when the containeris placed on the car, said center sill and bolster structures definingan open framework, an end sill secured to the center sill structure ateach end thereof spaced from the adjacent bolster structure, andprojecting laterally of said center sill structure, said frame beingopen between the respective end sills and bolster structures, and avertical guard structure carried by each of said end sills, said guardstructures being coextensive with the portions of the respective endsills that project away from said center sill structure, said guardstructures at each end of the center sill structure defining anintervening gateway across the width of the center sill structure.

2. In a railroad car for transporting containers, a frame structuretherefor comprising a center sill structure having a bolster structuresecured adjacent each end thereof, each bolster structure includingmeans securing same to a car truck, roller means carried by each of saidbolster structures on opposite sides of the center sill structure forshiftably supporting between said bolster structures a freight containerload when on the car, said roller means comprising rollers journalledfor rotation about axes extending transversely of said center sillstructure and substantially parallel to the respective bolsterstructures, a cushion coupling member carried by said center sillstructure and mounted for movement longitudinally of said sillstructure, cushioning means operatively interposed between said centersill structure and said coupling member for cushioning impacts appliedlongitudinally of said sill structure, and means for securing thecontainer to said coupling member when the container is placed on saidroller means, said rollers being proportioned with respect to saidcoupling member and said center sill structure to dispose their upperload supporting portions above the level of said coupling member andsaid center sill structure to directly support the container when on thecar to the exclusion of said coupling member.

3. A railroad car for transporting containers, said car comprising awheeled center sill structure, a bolster structure secured adjacent eachend of the center sill structure, each bolster structure including meanssecuring same to a car truck, roller means carried by each of saidbolster structures on opposite sides of the center sill structure forshiftably supporting between said bolster structures a freight containerload when on the car, said roller means comprising rollers journalledfor rotation about axes extending transversely of said center sillstructure and substantially parallel to the respective bolsterstructures, a cushion coupling member carried by said center sillstructure and mounted for movement longitudinally of said sillstructure, cushioning means operatively interposed between said centersill structure and said coupling member for cushioning impacts appliedlongitudinally of said sill structure, and means for securing thecontainer to said coupling member when the container is placed on said19 roller means, said rollers being positioned with respect to saidcoupling member and said center sill structure to dispose their upperload supporting portions above the level of said coupling member andsaid center sill structure to directly support the container to theexclusion of said coupling member when the container is on the car.

4. Railroad car freight container apparatus including: a rail vehiclecomprising a wheeled center sill structure including bolster structuresat each end thereof, roller means carried by said bolster structures onopposite sides of the center sill structure for shiftably supportingbetween said bolster structures a freight container load, said rollermeans comprising rollers journalled for rotation about axes extendingtransversely of said center sill structure and substantially parallel tothe respective bolster structures, a cushion coupling member carried bysaid center sill structure and mounted for movement longitudinally ofsaid sill structure, cushioning means operatively interposed betweensaid center sill structure and said coupling member for cushioningimpacts applied longitudinally of said sill structure, a freightcontainer adapted to be mounted on and supported by said rollers, andmeans for securing the container to said coupling member when thecontainer is placed on said rollers, said rollers being positioned withrespect to said coupling member and said center sill structure todispose their upper load supporting portions above the level of saidcoupling member and said center sill structure to directly support thecontainer to the exclusion of said coupling member when the container ison the car.

5. A railroad car for transporting containers, said car comprising acenter sill structure, a bolster structure secured adjacent each end ofsaid center sill structure, said center sill and bolster structuresforming the framework of the car, roller means carried by said bolsterstructures on opposite sides of the center sill structure for shiftablysupporting between said bolster structures a freight container load,said roller means comprising spaced rollers journalled for rotationabout axes extending transversely of said center sill structure andsubstantially parallel to the respective bolster structures, with theupper peripheries of said rollers being tangent with a common plane thatis disposed above the top of said center sill structure and is parallelthereto, a cushion coupling member carried by said center sill structureand mounted below said plane for movement longitudinally of said sillstructure, cushioning means operatively interposed between said centersill structure and said coupling member for cushioning impacts appliedlongitudinally of said sill structure, and means associated with saidcoupling member for making same fast to the container when the containeris applied to the car, said rollers thereby being positioned withrespect to said coupling member to directly support the container to theexclusion of said coupling member when the container is on the car.

6. The railroad car set forth in claim wherein said rollers have flangedouter edges for guiding the movement of the container longitudinally ofsaid center sill structure when the container has been applied to thecar.

7. In a railroad car for transporting freight containers with the carincluding a center sill structure having bolster structures securedadjacent each other thereof, with said bolster structures each includingmeans securing same to a car truck, the improvement wherein said bolsterstructures carry roller means on opposite sides of the center sillstructure for shiftably supporting a freight container load between saidbolster structures, said roller means comprising rollers journalled forrotation about axes extending transversely of said center sill structureand substantially parallel to the respective bolster structures, whereina cushion coupling member is carried by the car and is mounted formovement longitudinally of said sill member, with said cushion couplingmember including means for making same fast to a container placed 29 onsaid roller means, wherein said coupling member is positioned below theload supporting sides of said roll ers whereby said rollers directlysupport the container when on the car to the exclusion of said couplingmember, and including cushioning means operatively interposed betweensaid coupling member and said center sill structure for cushioning thecontainer, when on the car, against impacts applied longitudinally ofsaid sill structure.

8. In a freight container transporting railroad car of the typeincluding a wheeled center sill structure carrying a bolster structureadjacent each end of the center sill structure that is operativelyconnected to a railroad car truck with the bolster structures eachcarrying roller means for shiftably supporting on said bolsterstructures a single full length freight container having a lengthgreater than the distance between the bolster structures when on the carwith the roller means comprising rollers journalled for rotation aboutaxes extending transversely 0f the center sill structure andsubstantially parallel to the respective bolster structures, and thesill structure carrying a cushion coupling member mounted for movementlongitudinally of the car, means for securing the container to thecoupling member when the container is on the car, and cushion meansoperatively interposed between the center sill structure and the cushioncoupling member for cushioning impacts applied longitudinally of thecenter sill structure, and with the said roller means being positionallydisposed with respect to said coupling member to directly support thecontainer to the exclu- Sion of said coupling member when the containeris on the car, the improvement wherein said car is arranged toalternatively carry, in addition to said full length container, a pairof containers each either having a length on the order of half thelength of said full length container, or, a length less than half thelength of said full length container, said improvement including a crossbearer structure arrangement carried by said center sill structureintermediate said bolster structures, said cross bearer structurearrangement comprising two cross bearer structures positioned adjacenteach other adjacent to and on each side of the longitudinal center ofthe car, and two further cross bearer structures each respectivelypositioned adjacent to but spaced inwardly from one of the respectivebolster structures, said cross bearer structures each including rollermeans for supporting a container when applied to the car, said crossbearer roller means comprising rollers journalled for rotation aboutaxes extending transversely of the center sill structure andsubstantially parallel to the respective bolster structures, said firstmentioned cross bearer structure of each longitudinal half of the carbeing respectively spaced from the respective bolster structures of eachcar half the distance required to support between the two on said rollermeans thereof the half length container, said further cross bearerstructures of each longitudinal half of the car being respectivelyspaced from the respective first mentioned cross bearer structures ofeach car half the distance required to support between the two on saidroller means thereof the less than half length container, and means forsecuring the half length and less than half length containers,respectively, when applied to the car, to the coupling member, saidroller means of said cross bearer structures being positionally disposedwith respect to the coupling member to directly support the respectivecontainers to the exclusion of said coupling member when the respectivecontainers are on the car.

9. The improvement set forth in claim 8 wherein said coupling memberslidably engages the upper surface of said center sill structure, andwherein the means for securing the respective containers to the couplingmember comprises a plurality of pins adapted to be carried by saidcoupling member and spaced for alternate engagement with the respectivefull, half length and less than half length containers.

10. In a freight container transporting railroad car of the typeincluding a wheeled center sill structure carrying a bolster structureadjacent each end of the center sill structure that is operativelyconnected to a railroad car truck with the bolster structures eachcarrying roller means for shiftably supporting on said bolsterstructures a single full length freight container having a lengthgreater than the distance between the bolster structures when on thecar, with the roller means comprising rollers journalled for rotationabout axes extending transversely of the center sill structure andsubstantially paral lel to the respective bolster structures, and thesill structure carrying a cushion coupling member mounted for movementlongitudinally of the car, means for securing the container to thecoupling member when the container is on the car, and cushion meansoperatively interposed between the center sill structure and the cushioncoupling member for cushioning impacts applied longitudinally of thecenter sill structure, and with said rollers means being positionallydisposed with respect to said coupling member to directly support thecontainer to the exclusion of said coupling member when the container ison the car, the improvement wherein said sill structure is formed todefine a cushion pocket extending longitudinally of the car, andincluding a first pair of lugs secured to said frame adjacent one end ofsaid cushion pocket and aligned transversely thereof, a second pair oflugs secured to said sill structure adjacent the other end of saidcushion pocket and aligned transversely of said sill structure, a firststop member positioned between said first pair of lugs and insubstantial alignment therewith transversely of said sill structure, asecond stop member positioned between said second pair of lugs and insubstantial alignment therewith transversely of said sill structure,said cushion means comprising a cushion device interposed between saidpairs of lugs and stop members, respectively, a rigid member fixedbetween said stop members and supporting said cushion device, saidcoupling member comprising an elongate member extending longitudinallyof said sill structure and riding on top thereof, and means fordetachably securing said stop members to said coupling member in pendantrelation thereto, said stop members projecting through openings formedin said sill structure that are proportioned to permit the movement ofsaid stop members longitudinally of said sill structure that ispermitted by said cushioning device.

No references cited.

1. A RAILROAD CAR FOR TRANSPORTING CONTAINERS, SAID CAR COMPRISING AFRAME COMPOSED OF A CENTER SILL STRUCTURE, A BOLSTER STRUCTURE SECUREDADJACENT EACH END OF THE CENTER SILL STRUCTURE, EACH BOLSTER STRUCTUREINCLUDING MEANS FOR SECURING SAME TO A CAR TRUCK, A PLATFORM RIDING ONAND CARRIED BY SAID CENTER SILL STRUCTURE, SAID PLATFORM BEING MOUNTEDFOR MOVEMENT LONGITUDINALLY OF SAID CENTER SILL AND HAVING A WIDTHSUBSTANTIALLY CONFORMING TO THE WIDTH OF SAID CENTER SILL STRUCTURE, ACUSHIONING DEVICE INTERPOSED BETWEEN SAID CENTER SILL STRUCTURE AND SAIDPLATFORM, MEANS SECURING A CONTAINER TO SAID PLATFORM WHEN THE CONTAINERIS PLACED ON THE CAR, SAID CENTER SILL AND BOLSTER STRUCTURES DEFININGAN OPEN FRAMEWORK, AN END SILL SECURED TO THE CENTER SILL STRUCTURE ATEACH END THEREOF SPACED FROM THE ADJACENT BOLSTER STRUCTURE, ANDPROJECTING LATERALLY OF SAID